Carbureter.



J. F. DURYEA.

UARBURETER.

APPLICATION FILED JULY 15, 1907.

Patented Dec. 29, 1908.

SSHEBTS-SHEET 1.

J. F. DURYEA.

GARBURETER.

APPLICATION FILED JULY 15, 1907.

Patented Dec. 29, 1908.

3 SHEETS-SHEET 2.

J. E. DURYEA'.

GARBURETER.

APPLICATION IILED JULY 15, 1907.

Patented Dec. 29, 1908. 3 SHEETS-SHEET 3.

JAMES FRANK DURYEA, OF SPRINGFIELD, MASSACHUSETTS.

CARBURETER.

Specification of Letters Patent.

Patented Dec. 29, 1908.

Application filed July 15, 1907. Serial No. 383,771.

provements in Carburetors, of which the following is a specification.

This invention relates to carburetors for internal combustion engines, the object thereof being to provide a device of this character whereby one carbureter is adapted to feed a number of cylinders whether the engine be running at a slow or a high speed;

and to always maintain, whatever may be the speed of the engine, approximately the same proportion of air to the combustible element.

This device is designed particularly to operate in'conjunction with that type of internal combustion engines in which atomized liquid hydrocarbon constitutes the combustible element when mixed with a suitable volume of air.

Diificulty has been experienced in supplying multiple cylinder engines of the type referred to with a uniform combustible mixture, at the two extremes of speed, for the reason that the pistons which act as pumps to draw the r combustible through the carbureter, whereby it is atomized and mixed with air, vary so greatly in speed as to cause wide variation in the velocity of the air as it passes through the carbureter, thus varying the suction effect so greatly that at the two extremes of piston speed, the amount of combustible to a given volume of air will also be greatly varied, which variation, as is well known, results in variation of the working pressure in the cylinder, the disadvantage of which is too well known to call for any comment.

The present invention having in view the elimination of these disadvantages, consists in providing more than one conduit between the carbureter and inlet pipe leading 'to the ports of the cylinders, one conduit bein of such capacity as to supply the combustible -and.air in correct proportion to the engine under all normal ruiimng conditions; a second conduit, preferably of greater cross sectional area, bein also provided which, however, is norma y closed, provision being made by means of valves in each conduit, whereby the first one may be gradually opened to its fullest capacity without opening the second, the valve in which begins to open only when the valve in the first'is fully opened, the closing movements taking place in reverse order, all as will be fully described in the following specification, the construction in which the invention is embodied in its preferred form being illustrated in the accompanying drawings, in which,

Figure 1 is a side elevation of a multiple cylinder engine to which the carbureter embodying this invention has been applied. Fig. 2 is a side elevation of the carbureter and its actuating devices shown one larger scale than in Fig. 1, the position of the parts being that in which both of the valves in the conduits between the carbureter and the engine are closed. Fig. 3 is an elevation looking at the construction shown in Fig. 2 from the left, the position of the parts beingthe same. Fig. 4 is a view similar to Fig. 2 showing the position the parts occupy when the smaller of the two conduits is being used to its fullest capacity. Fig. 5 is a view similar to Figs. 2 and 4 showing the position the parts occupy when both of the conduits have been opened to their fullest capacity, that is when the engine is running at its hi hest speed. Fig. 6 is a erspective view 0 the preferred form of va ve used in-the conduits referred to, which shows'also the upper end of the atomizing nozzle and its relation to the valve.

Referrin now to these drawings, the cylinders of the engine, which are s in Fig. l, are indicated by a, a six-cylinder engine being illustrated herein as it is in connection with a relatively large number of cyle inders that the invention shows its greatest utility. The inlet ipes for the cylinders are indicated by b, lihe conduits extending from the carbureter thereto being connected into these pilpies about midway between their ends,

ch conduits are indicated respectively by c and (Z,(: indicating the smaller one. Connection is made between the conduits and the pipes b by a double T-connection whereby separate entrances for these conduits to the pipes b are provided at e and these, however, merging into a common 0 amber g from either side of'which connection is made with the ipes b.

Tiie air in-take is indicated b the pi e h, and in Fig. 1 of the drawing t 's has n 1 merely as an air in-take.

shown extended up to a point near the exhaust pipe k (see Fig. 1) where it terminates.

m a sort of a shell m lying close to the exhaust pipe, this being. for the purpose of warming the air drawn into the pipe. This is a common practice and has not ng to do with this invention, it being sufficient for the purposes of the latter to consider the ipe It That end of t e intake pipe to which the conduits c and (Z are connected isprovided .also with separate entrance connections for these conduits, (similar to e and j) which are lettered m and 0, both of which entrances merge into the intake ipe, as shown in the drawing.

Re erring to Fig. 3, it is noted that the carbureter p is secured to the double-ended in-take ipe h in such position that it may supply t e liquid" combustible by gravity to a the atomizing nozzle g in the conduit 0, and r in the conduit d, and the preferred construction is to cast the in-take pipe h with its double end-entrances, and the pipe b also, and unite these two by means of the conduits c and.v dfsuitable provision being madeto secure the carbureter rigidly in place, the-tubular bosses s and t being rovided through 'which communication wit the carbureter casing may be had on either side thereof near the bottom, the atomizing nozzles be- 1ng screwed into a proper supportbridgin the arts m and 0, so that they will be locate of air up past the atomizing nozzle serving in the well .known' manner to aspirate enough of the liquid hydrocarbon which issues @0111 the nozzle in a fine spray, and mixing the same with the air on its way to the ports of the cylinders. The means provided wherebythe conduit 0 alone may be used, and the conduit d cut off, or whereby bothof these conduits may be used together, the conduit 0 to its fullest capacity and the conduit (1 to its maximum capacity or less, as required,are constructed as follows and comprise two valves, one in each of the conduits, that in the conduit 0 being indicated by v and that in the conduit d by w. These valves are referably of the dam er type, as shown in ig. 6, and are secure to s iafts a: which extend transversely through both conduits, One end of each of the shafts 2: extends through the wall of the conduit in which they are respectively located far enough to permit a crank-arm y to be secured thereto in any convenient manner, that is there is a crank-arm y on each shaft, and from the outer end of each of the crankarms connecting-rods 3 and 4 extend towards the upper end of the conduit where connection is made between them and an arm 5 on two broken gears 67 and 7, which are rotatably supported on shafts 8 extending through the parts 0 and f into which the conduits c and d are connected, and on these shafts are secured other valves 9 and 10 within the conduits and arranged to be actuated in unison with the valves vand w in the lower ends of the conduit, that is, the valves in each conduit open and close together.

It is by means of the broken gears 6 and 7 that the valves are operated as H follows: Located between these gears is a vertically movable rod 12 having teeth 13 on one side teeth ofthe gear 6, the teeth 14 being on the opposite side of the rod12 to that on which" the teeth 13 are located, and the position of the teeth on the gears is such that as the rod 12 is moved up and down by means of a crank-arm 15 supported on the in-take pipe h, the gear teeth 13 and 14 will engage their respective gears at different times,one after the other.- This is clearly shown'in the drawings, Fig. 2 showing the position of the rod 12 when the valves in both conduits c and'd are closed, the teeth 14 being shown in engagement with the gear 6, and the teeth 13 moved up above the ear 7.

Referrin now to Fig. 4, the rod 12 is shown in the position it would occupy when the valves in the conduit 0 have been opened to their fullest extent, that is to say in a position parallel to the axis of said conduit, and

this view shows that the teeth 14 onthe rod. are just passing out of engagement with the gear 6, the teeth 13 being about to engage with those of the gear 7.

Fig. 5 shows the rod still further down in the position it would occupy when the valves and conduit d have'also been opened to their fullest extent, and it is clear that vhen the rod 12 is again moved up to the position shown in Fig. 2 the valves in the two 'conduits will be returned to'their closed position in reverse order.

The crank-arm 15 may, by suitable connections as Well understood, be actuated at a distance from the engine whereby the latter may be throttled down or opened up as desired from any convenient point.

In order to arrest the movement of the gears 6 and 7 each is rovided with a 'stop, that on the gear 6 being indicated by 16 and that on the gear 7 by 17, and these are respectively so located that when the gear 6, for example as shown in Fig. 4, has been rotated to that point at which the teeth 14 pass out of engagement therewith, the stop 16 prevents any further movement of said gear y the friction of the rod thereagainst which might rotate it far enough to prevent the and the rod 12 is moved upward a ain, the stop 17 on the gear 7 having a sim' ar function.

From the foregoing description, it is clear that by means of the rod 12 the valves in the conduits c and (1 may be actuated as desired, whereby a greater or less area is provided through which the charge of combustible mixture for the cylinders may be aspirated on the suction stroke thereof, and from very slow to medium speed. The variation of'the area of the assage through the conduit past the va ve therein is effected by the movement of the rod 12 under the control of the operator, this area being variable in either direction; and whenever the limit of this area is reached then only does a continuation of the valve opening movement bring into action those devices whereby the valve in the conduit (1 begins to open; and with the conduit 0 opened to its fullest extent, the area of the conduit (1 past the valve may be varied in either directlon without change of the area of the conduit 0 until the valve in d has been fully closed.

lVhat I claim, is v 1. A carbureter comprising an inlet pipe communicating with the cylinder of an engine, an air in-take pipe, and a plurality of Conduits extending between and having separate entrances into said pipes; an atomizing nozzle located axially 1n each conduit near the lower end thereof, together with adamper valve located in each of said conduits substantially in the plane of the upper end of the atomizing nozzles, and means to open and close said valves independently in succession. v

2. The combination in a carbureter, of an inlet pipe communicating with the cylinder of an engine, an air in-t'ake pipe, and a plurality gether with a pair ofvalves in each conduit,

one valve in each end thereof, and means toopen both valves'constituting a pair in each of conduits extending between andcommumcating'withsaid pipes, an atomiz-' conduit simultaneously, the pair-of valves in each conduit being operable independently of the pair of valves in the other conduits and one pair after the other.

3. The combination with a carbureter, of an inlet-pipe communicating with the cylinder of an engine, an air in-take pipe, and a plurality of conduits extending between and communicating with said ipes, an atomizing nozzle located in each conduit, and a ,reservoir for a fluid combustible operatively connected with said atomizing nozzles, to-

' gether with a pair of damper valves in each ofsaid conduits, and means to connect said valves together consisting of\ crank-arms secured to the valves, means for connecting the crank-arms, and means connectedto and actuated by a single member for operating the means COITIIBCtQd to the crank-arms whereby the pair of dam er-valves may be opened or closed indepen ently of the other pair of valves, the second eing inoperable untilthe o ening movement of the first pair of valves has been completed.

4. The combination with a carbureter, of an inlet pipe communioatingwith the cylinder of an engine, an air in-take pipe, anda plurality of conduits extending between and communicating with said ipes, an atomizing nozzle located in eac conduit, and a reservoir for a fluid combustibleoperatively connected with said atomi'zing nozzles, together with a pair of damper valves in each of said conduits, and means to open and close said air of valves in each conduit in-' dependentl and in succession of the pair of damper-val ves 1n the other conduit, said means comprising a mutilated pinion on the axis of the damper-valves, arack engaging the pinions whereby one pair of damper valves is rendered inoperative during the o eration of the other air, and means on t e inions forlimiting t e extent of rotation of t e damper valves as described.

JAMES FRANK DURYEA.

Witnesses:

WM. H. CHAPIN, H. W. BOWEN.

pair of said valves- 

